WO2013140543A1 - ハイブリッド車両の駆動制御装置 - Google Patents
ハイブリッド車両の駆動制御装置 Download PDFInfo
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- WO2013140543A1 WO2013140543A1 PCT/JP2012/057156 JP2012057156W WO2013140543A1 WO 2013140543 A1 WO2013140543 A1 WO 2013140543A1 JP 2012057156 W JP2012057156 W JP 2012057156W WO 2013140543 A1 WO2013140543 A1 WO 2013140543A1
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- electric motor
- engine
- clutch
- rotating element
- differential mechanism
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
- B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/44—Series-parallel type
- B60K6/445—Differential gearing distribution type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/48—Parallel type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/12—Conjoint control of vehicle sub-units of different type or different function including control of differentials
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
- B60W10/196—Conjoint control of vehicle sub-units of different type or different function including control of braking systems acting within the driveline, e.g. retarders
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
- B60W20/50—Control strategies for responding to system failures, e.g. for fault diagnosis, failsafe operation or limp mode
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
- B60K2006/268—Electric drive motor starts the engine, i.e. used as starter motor
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
- B60K2006/381—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches characterized by driveline brakes
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
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- B60W2510/083—Torque
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
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- B—PERFORMING OPERATIONS; TRANSPORTING
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- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S903/00—Hybrid electric vehicles, HEVS
- Y10S903/902—Prime movers comprising electrical and internal combustion motors
- Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
- Y10S903/93—Conjoint control of different elements
Definitions
- the present invention relates to an improvement of a drive control device for a hybrid vehicle.
- a hybrid vehicle including at least one electric motor that functions as a drive source is known.
- this is the vehicle described in Patent Document 1.
- the brake is provided to fix the output shaft of the internal combustion engine to the non-rotating member, and according to the traveling state of the vehicle. By controlling the engagement state of the brake, it is possible to improve the energy efficiency of the vehicle and to travel according to the driver's request.
- JP 2008-265600 A Japanese Patent No. 4038183
- the present invention has been made against the background of the above circumstances, and an object of the present invention is to provide a drive control device for a hybrid vehicle that realizes a suitable start of the engine.
- the gist of the first aspect of the present invention is that a first differential mechanism and a second differential mechanism having four rotating elements as a whole, and these four rotating elements are respectively connected.
- An element is selectively connected via a clutch, and the rotating element of the first differential mechanism or the second differential mechanism to be engaged by the clutch is selected via a brake for a non-rotating member.
- the hybrid vehicle drive control device is characterized in that the engine is started by the output torque of the second electric motor in a state where reaction force is taken by the first electric motor and the second electric motor.
- the first differential mechanism and the second differential mechanism having four rotation elements as a whole, the engine, the first electric motor, Two electric motors and an output rotating member, and one of the four rotating elements is selected by selecting the rotating element of the first differential mechanism and the rotating element of the second differential mechanism via a clutch.
- the rotating element of the first differential mechanism or the second differential mechanism to be engaged by the clutch is selectively connected to the non-rotating member via a brake. Since the engine is started by the output torque of the second electric motor in a state where the reaction force is taken by the first electric motor and the second electric motor, the drive control device, for example, a failure of the first electric motor. Even in such, it is possible to perform the start-up of suitably the engine by cranking of the second electric motor. That is, it is possible to provide a drive control device for a hybrid vehicle that realizes a suitable start of the engine.
- the gist of the second invention subordinate to the first invention is that the clutch is engaged and the brake is released, and the engine is started by the output torque of at least one of the first motor and the second motor. Is to do. In this case, for example, by performing the cranking in cooperation with the first motor and the second motor, the resonance point of the drive system can be quickly passed through, and the engine start shock can be reduced. .
- the gist of the third invention according to the first invention is that when the first motor fails, the clutch is engaged and the brake is released, and the engine is exclusively driven by the output torque of the second motor. Is started. If it does in this way, even at the time of failure of the 1st electric motor, etc., the engine can be started suitably by cranking of the 2nd electric motor.
- the gist of the fourth invention subordinate to the first invention is that the torque required for cranking the engine cannot be output by either the first motor or the second motor. Is idled to increase its rotational speed, and then the engine is started by engaging the clutch. In this way, by performing cranking using the output torque due to the rotational inertia of the second motor, it is preferable even when the output torque of the second motor is limited, such as when the battery SOC decreases. The engine can be started.
- the gist of the fifth invention subordinate to the fourth invention is that after the rotational speed of the second electric motor is increased to a prescribed rotational speed corresponding to the inertial force necessary for cranking the engine, The engine is started by engaging the clutch. If it does in this way, cranking at the time of engine starting can be performed in a practical form using the output torque by the rotation inertia of the 2nd above-mentioned electric motor.
- the gist of the sixth invention subordinate to the first invention, the second invention, the third invention, the fourth invention, and the fifth invention is that the first differential mechanism is connected to the first motor.
- the second differential mechanism is connected to the second electric motor.
- a first rotating element, a second rotating element, and a third rotating element connected to each other, and one of the second rotating element and the third rotating element is connected to the third rotating element in the first differential mechanism;
- the clutch includes a second rotation element in the first differential mechanism and a third rotation in the first differential mechanism among the second rotation element and the third rotation element in the second differential mechanism.
- the brake includes a rotating element that is not connected to the third rotating element in the first differential mechanism among the second rotating element and the third rotating element in the second differential mechanism, It is selectively engaged with the non-rotating member. If it does in this way, in a practical hybrid vehicle drive device, a suitable starting of an engine can be realized.
- FIG. 1 is a skeleton diagram illustrating a configuration of a hybrid vehicle drive device to which the present invention is preferably applied. It is a figure explaining the principal part of the control system provided in order to control the drive of the drive device of FIG.
- FIG. 2 is an engagement table showing clutch and brake engagement states in each of five types of travel modes established in the drive device of FIG. 1.
- FIG. 4 is a collinear diagram that can represent the relative relationship of the rotational speeds of the respective rotary elements on a straight line in the drive device of FIG. 1, and is a diagram corresponding to modes 1 and 3 of FIG. 3.
- FIG. 1 is a skeleton diagram illustrating a configuration of a hybrid vehicle drive device to which the present invention is preferably applied. It is a figure explaining the principal part of the control system provided in order to control the drive of the drive device of FIG.
- FIG. 2 is an engagement table showing clutch and brake engagement states in each of five types of travel modes established in the drive device of FIG. 1.
- FIG. 4 is a collinear diagram
- FIG. 4 is a collinear diagram that can represent the relative relationship of the rotation speeds of the respective rotary elements on a straight line in the drive device of FIG. 1, corresponding to mode 2 of FIG. 3.
- FIG. 4 is a collinear diagram that can represent the relative relationship of the rotational speeds of the respective rotary elements on a straight line in the drive device of FIG. 1, corresponding to mode 4 of FIG. 3.
- FIG. 4 is a collinear diagram that can represent the relative relationship of the rotational speeds of the respective rotary elements on a straight line in the drive device of FIG. 1, corresponding to mode 5 of FIG. 3. It is a functional block diagram explaining the principal part of the control function with which the electronic control apparatus of FIG. 2 was equipped.
- FIG. 6 is a collinear diagram illustrating the configuration and operation of still another hybrid vehicle drive device to which the present invention is preferably applied.
- FIG. 6 is a collinear diagram illustrating the configuration and operation of still another hybrid vehicle drive device to which the present invention is preferably applied.
- FIG. 6 is a collinear diagram illustrating the configuration and operation of still another hybrid vehicle drive device to which the present invention is preferably applied.
- FIG. 6 is a collinear diagram illustrating the configuration and operation of still another hybrid vehicle drive device to which the present invention is preferably applied.
- the first differential mechanism and the second differential mechanism have four rotation elements as a whole when the clutch is engaged.
- the first differential mechanism and the second differential mechanism are: In the state in which the plurality of clutches are engaged, there are four rotating elements as a whole.
- the present invention relates to a first differential mechanism and a second differential mechanism that are represented as four rotating elements on the nomographic chart, an engine connected to each of the four rotating elements, a first electric motor, A second electric motor, and an output rotating member, wherein one of the four rotating elements includes a rotating element of the first differential mechanism and a rotating element of the second differential mechanism via a clutch.
- a hybrid vehicle that is selectively connected and a rotating element of the first differential mechanism or the second differential mechanism that is to be engaged by the clutch is selectively connected to a non-rotating member via a brake. It is suitably applied to the drive control apparatus.
- the clutch and the brake are preferably hydraulic engagement devices whose engagement state is controlled (engaged or released) according to the hydraulic pressure, for example, a wet multi-plate friction engagement device.
- a meshing engagement device that is, a so-called dog clutch (meshing clutch) may be used.
- the engagement state may be controlled (engaged or released) according to an electrical command, such as an electromagnetic clutch or a magnetic powder clutch.
- one of a plurality of travel modes is selectively established according to the engagement state of the clutch and the brake.
- the operation of the engine is stopped and the brake is engaged and the clutch is released in an EV traveling mode in which at least one of the first electric motor and the second electric motor is used as a driving source for traveling.
- mode 1 is established
- mode 2 is established by engaging both the brake and the clutch.
- the mode is set when the brake is engaged and the clutch is released.
- Mode 4 is established when the brake is released and the clutch is engaged
- mode 5 is established when both the brake and the clutch are released.
- each rotating element in each of the first differential mechanism and the second differential mechanism when the clutch is engaged and the brake is released.
- the arrangement order indicates the first rotation in the first differential mechanism when the rotation speeds corresponding to the second rotation element and the third rotation element in each of the first differential mechanism and the second differential mechanism are superimposed.
- FIG. 1 is a skeleton diagram illustrating the configuration of a hybrid vehicle drive device 10 (hereinafter simply referred to as drive device 10) to which the present invention is preferably applied.
- the drive device 10 of the present embodiment is a device for horizontal use that is preferably used in, for example, an FF (front engine front wheel drive) type vehicle and the like, and an engine 12, which is a main power source,
- the first electric motor MG1, the second electric motor MG2, the first planetary gear device 14 as a first differential mechanism, and the second planetary gear device 16 as a second differential mechanism are provided on a common central axis CE.
- the driving device 10 is configured substantially symmetrically with respect to the central axis CE, and the lower half of the central line is omitted in FIG. The same applies to each of the following embodiments.
- the engine 12 is, for example, an internal combustion engine such as a gasoline engine that generates driving force by combustion of fuel such as gasoline injected in a cylinder.
- the first electric motor MG1 and the second electric motor MG2 are preferably so-called motor generators each having a function as a motor (engine) for generating driving force and a generator (generator) for generating reaction force.
- Each stator (stator) 18, 22 is fixed to a housing (case) 26 that is a non-rotating member, and the rotor (rotor) 20, 24 is provided on the inner peripheral side of each stator 18, 22. Has been.
- the first planetary gear unit 14 is a single pinion type planetary gear unit having a gear ratio of ⁇ 1, and serves as a second rotating element that supports the sun gear S1 and the pinion gear P1 as the first rotating element so as to be capable of rotating and revolving.
- a ring gear R1 as a third rotating element that meshes with the sun gear S1 via the carrier C1 and the pinion gear P1 is provided as a rotating element (element).
- the second planetary gear device 16 is a single pinion type planetary gear device having a gear ratio of ⁇ 2, and serves as a second rotating element that supports the sun gear S2 and the pinion gear P2 as the first rotating element so as to be capable of rotating and revolving.
- a ring gear R2 as a third rotating element that meshes with the sun gear S2 via the carrier C2 and the pinion gear P2 is provided as a rotating element (element).
- the sun gear S1 of the first planetary gear unit 14 is connected to the rotor 20 of the first electric motor MG1.
- the carrier C1 of the first planetary gear unit 14 is connected to an input shaft 28 that is rotated integrally with the crankshaft of the engine 12.
- the input shaft 28 is centered on the central axis CE.
- the direction of the central axis of the central axis CE is referred to as an axial direction (axial direction) unless otherwise distinguished.
- the ring gear R1 of the first planetary gear device 14 is connected to an output gear 30 that is an output rotating member, and is also connected to the ring gear R2 of the second planetary gear device 16.
- the sun gear S2 of the second planetary gear device 16 is connected to the rotor 24 of the second electric motor MG2.
- the driving force output from the output gear 30 is transmitted to a pair of left and right driving wheels (not shown) via a differential gear device and an axle (not shown).
- torque input to the drive wheels from the road surface of the vehicle is transmitted (input) from the output gear 30 to the drive device 10 via the differential gear device and the axle.
- a mechanical oil pump 32 such as a vane pump is connected to an end portion of the input shaft 28 opposite to the engine 12, and an original pressure of a hydraulic control circuit 60 or the like to be described later when the engine 12 is driven.
- the hydraulic pressure is output.
- an electric oil pump driven by electric energy may be provided.
- the carrier C1 of the first planetary gear device 14 and the carrier C2 of the second planetary gear device 16 are selectively engaged between the carriers C1 and C2 (between the carriers C1 and C2).
- a clutch CL is provided.
- a brake BK for selectively engaging (fixing) the carrier C2 with respect to the housing 26 is provided between the carrier C2 of the second planetary gear device 16 and the housing 26 which is a non-rotating member.
- the clutch CL and the brake BK are preferably hydraulic engagement devices whose engagement states are controlled (engaged or released) according to the hydraulic pressure supplied from the hydraulic control circuit 60.
- a wet multi-plate friction engagement device or the like is preferably used, but a meshing engagement device, that is, a so-called dog clutch (meshing clutch) may be used.
- an engagement state may be controlled (engaged or released) according to an electrical command supplied from the electronic control device 40, such as an electromagnetic clutch or a magnetic powder clutch.
- the first planetary gear device 14 and the second planetary gear device 16 are arranged coaxially with the input shaft 28 (on the central axis CE), and , Are arranged at positions facing each other in the axial direction of the central axis CE. That is, with respect to the axial direction of the central axis CE, the first planetary gear device 14 is disposed on the engine 12 side with respect to the second planetary gear device 16. With respect to the axial direction of the central axis CE, the first electric motor MG1 is disposed on the engine 12 side with respect to the first planetary gear unit 14.
- the second electric motor MG1 is disposed on the opposite side of the engine 12 with respect to the second planetary gear device 16. That is, the first electric motor MG1 and the second electric motor MG2 are arranged at positions facing each other with the first planetary gear device 14 and the second planetary gear device 16 interposed therebetween with respect to the axial direction of the central axis CE. . That is, in the drive device 10, in the axial direction of the central axis CE, the first electric motor MG1, the first planetary gear device 14, the clutch CL, the second planetary gear device 16, the brake BK, Those components are arranged on the same axis in the order of the two electric motors MG2.
- FIG. 2 is a diagram for explaining a main part of a control system provided in the driving device 10 in order to control the driving of the driving device 10.
- the electronic control unit 40 shown in FIG. 2 includes a CPU, a ROM, a RAM, an input / output interface, and the like, and executes signal processing in accordance with a program stored in advance in the ROM while using a temporary storage function of the RAM.
- the microcomputer is a so-called microcomputer, and executes various controls related to driving of the drive device 10 including drive control of the engine 12 and hybrid drive control related to the first electric motor MG1 and the second electric motor MG2. That is, in this embodiment, the electronic control device 40 corresponds to a drive control device for a hybrid vehicle to which the drive device 10 is applied.
- the electronic control device 40 is configured as an individual control device for each control as required, such as for output control of the engine 12 and for operation control of the first electric motor MG1 and the second electric motor MG2.
- the electronic control device 40 is configured to be supplied with various signals from sensors, switches, and the like provided in each part of the driving device 10. That is, a signal representing an accelerator opening degree A CC which is an operation amount of an accelerator pedal (not shown) corresponding to a driver's output request amount by the accelerator opening sensor 42, and an engine which is the rotation speed of the engine 12 by the engine rotation speed sensor 44.
- a signal representing an accelerator opening degree A CC which is an operation amount of an accelerator pedal (not shown) corresponding to a driver's output request amount by the accelerator opening sensor 42
- an engine which is the rotation speed of the engine 12 by the engine rotation speed sensor 44.
- a signal representative of the rotational speed N E a signal indicative of the rotational speed N MG1 of the first electric motor MG1 by MG1 rotational speed sensor 46, a signal indicative of the rotational speed N MG2 of the second electric motor MG2 by MG2 rotational speed sensor 48, output rotation A signal indicating the rotational speed N OUT of the output gear 30 corresponding to the vehicle speed V by the speed sensor 50, a signal indicating the temperature Tm MG1 of the first motor MG1 by the MG1 temperature sensor 52, and the second motor MG2 by the MG2 temperature sensor 53.
- a signal or the like representing the capacity (charged state) SOC is supplied to the electronic control unit 40.
- the electronic control device 40 is configured to output an operation command to each part of the driving device 10. That is, as an engine output control command for controlling the output of the engine 12, a fuel injection amount signal for controlling a fuel supply amount to an intake pipe or the like by the fuel injection device, and an ignition timing (ignition timing) of the engine 12 by the ignition device.
- An ignition signal to be commanded, an electronic throttle valve drive signal supplied to the throttle actuator for operating the throttle valve opening ⁇ TH of the electronic throttle valve, and the like are output to an engine control device 56 that controls the output of the engine 12.
- the A command signal for commanding the operation of the first motor MG1 and the second motor MG2 is output to the inverter 58, and electric energy corresponding to the command signal is transmitted from the battery via the inverter 58 to the first motor MG1 and the second motor.
- the output (torque) of the first electric motor MG1 and the second electric motor MG2 is controlled by being supplied to MG2.
- Electric energy generated by the first electric motor MG1 and the second electric motor MG2 is supplied to the battery via the inverter 58 and stored in the battery.
- a command signal for controlling the engagement state of the clutch CL and the brake BK is supplied to an electromagnetic control valve such as a linear solenoid valve provided in the hydraulic control circuit 60, and the hydraulic pressure output from the electromagnetic control valve is controlled.
- an electromagnetic control valve such as a linear solenoid valve provided in the hydraulic control circuit 60
- the drive device 10 functions as an electric differential unit that controls the differential state between the input rotation speed and the output rotation speed by controlling the operation state via the first electric motor MG1 and the second electric motor MG2.
- the electric energy generated by the first electric motor MG1 is supplied to the battery and the second electric motor MG2 via the inverter 58.
- the main part of the power of the engine 12 is mechanically transmitted to the output gear 30, while a part of the power is consumed for power generation of the first electric motor MG 1 and is converted into electric energy there.
- the electric energy is supplied to the second electric motor MG2 through the inverter 58.
- the second electric motor MG2 is driven, and the power output from the second electric motor MG2 is transmitted to the output gear 30.
- Electrical path from conversion of part of the power of the engine 12 into electrical energy and conversion of the electrical energy into mechanical energy by related equipment from the generation of the electrical energy to consumption by the second electric motor MG2. Is configured.
- FIG. 3 is an engagement table showing the engagement states of the clutch CL and the brake BK in each of the five types of travel modes established in the drive device 10, wherein the engagement is “ ⁇ ” and the release is blank. Show. In each of the travel modes “EV-1” and “EV-2” shown in FIG. 3, the operation of the engine 12 is stopped, and at least one of the first electric motor MG1 and the second electric motor MG2 is used for traveling. This is an EV travel mode used as a drive source.
- HV-1”, “HV-2”, and “HV-3” all drive the engine 12 as a driving source for traveling, for example, and the first motor MG1 and the second motor MG2 as required.
- This is a hybrid travel mode for driving or generating power.
- a reaction force may be generated by at least one of the first electric motor MG1 and the second electric motor MG2, or may be idled in an unloaded state.
- the operation of the engine 12 is stopped, and in the EV traveling mode in which at least one of the first electric motor MG ⁇ b> 1 and the second electric motor MG ⁇ b> 2 is used as a driving source for traveling.
- mode 1 travel mode 1
- 2 travel mode 2
- the brake BK is engaged.
- HV-1 which is mode 3 (travel mode 3) by releasing the clutch CL
- mode 4 travel mode 4
- HV-2 is established
- HV-3 which is mode 5 (travel mode 5) is established by releasing both the brake BK and the clutch CL.
- FIGS. 4 to 7 show the rotation elements of the driving device 10 (the first planetary gear device 14 and the second planetary gear device 16) that have different coupling states depending on the engagement states of the clutch CL and the brake BK.
- FIG. 2 shows a collinear chart that can represent the relative relationship of rotational speed on a straight line, showing the relative relationship of the gear ratio ⁇ of the first planetary gear device 14 and the second planetary gear device 16 in the horizontal axis direction, It is a two-dimensional coordinate which shows a relative rotational speed in an axial direction.
- the rotational speeds of the output gears 30 when the vehicle moves forward are represented as positive directions (positive rotations).
- a horizontal line X1 indicates zero rotation speed.
- the solid line Y1 indicates the sun gear S1 (first electric motor MG1) of the first planetary gear unit 14, the broken line Y2 indicates the sun gear S2 (second electric motor MG2) of the second planetary gear unit 16,
- the solid line Y3 is the carrier C1 (engine 12) of the first planetary gear unit 14, the broken line Y3 'is the carrier C2 of the second planetary gear unit 16, and the solid line Y4 is the ring gear R1 (output gear 30) of the first planetary gear unit 14.
- the broken line Y4 ′ indicates the relative rotational speed of each ring gear R2 of the second planetary gear unit 16.
- the relative rotational speeds of the three rotating elements in the first planetary gear device 14 are indicated by a solid line L1
- the relative rotational speeds of the three rotating elements in the second planetary gear device 16 are indicated by solid lines L1.
- Each is indicated by a broken line L2.
- the intervals between the vertical lines Y1 to Y4 (Y2 to Y4 ′) are determined according to the gear ratios ⁇ 1 and ⁇ 2 of the first planetary gear device 14 and the second planetary gear device 16. That is, regarding the vertical lines Y1, Y3, Y4 corresponding to the three rotating elements in the first planetary gear device 14, the space between the sun gear S1 and the carrier C1 corresponds to 1, and the carrier C1 and the ring gear R1 The interval corresponds to ⁇ 1.
- the gear ratio ⁇ 2 of the second planetary gear device 16 is preferably larger than the gear ratio ⁇ 1 of the first planetary gear device 14 ( ⁇ 2> ⁇ 1).
- EV-1 shown in FIG. 3 corresponds to mode 1 (travel mode 1) in the drive device 10, and preferably the operation of the engine 12 is stopped and the second electric motor MG2 is stopped. Is an EV traveling mode used as a driving source for traveling.
- FIG. 4 is a collinear diagram corresponding to this mode 1, and will be described using this collinear diagram.
- the clutch CL is released, the carrier C1 and the second planetary gear device 14 of the first planetary gear unit 14 are disengaged.
- the planetary gear device 16 can rotate relative to the carrier C2.
- Engagement of the brake BK causes the carrier C2 of the second planetary gear device 16 to be connected (fixed) to the housing 26, which is a non-rotating member, so that its rotational speed is zero.
- the rotation direction of the sun gear S2 and the rotation direction of the ring gear R2 are opposite to each other, and negative torque (torque in the negative direction) is generated by the second electric motor MG2.
- the torque causes the ring gear R2, that is, the output gear 30, to rotate in the positive direction. That is, by outputting negative torque by the second electric motor MG2, the hybrid vehicle to which the drive device 10 is applied can be caused to travel forward.
- the first electric motor MG1 is idled.
- the relative rotation of the carriers C1 and C2 is allowed, and EV travel control similar to EV travel in a vehicle equipped with a so-called THS (Toyota Hybrid System) in which the carrier C2 is connected to a non-rotating member. It can be performed.
- THS Toyota Hybrid System
- FIG. 3 corresponds to mode 2 (traveling mode 2) in the driving apparatus 10, and preferably the operation of the engine 12 is stopped and the first electric motor MG1 is stopped.
- this is an EV traveling mode in which at least one of the second electric motor MG2 is used as a driving source for traveling.
- FIG. 5 is a collinear diagram corresponding to this mode 2. If the collinear diagram is used to explain, the carrier C1 of the first planetary gear device 14 and the first planetary gear device 14 are engaged by engaging the clutch CL. The relative rotation of the two planetary gear unit 16 with the carrier C2 is disabled.
- the carrier C2 of the second planetary gear device 16 and the carrier C1 of the first planetary gear device 14 engaged with the carrier C2 are non-rotating members. Are connected (fixed) to each other and their rotational speed is zero.
- the rotation direction of the sun gear S1 is opposite to the rotation direction of the ring gear R1 in the first planetary gear device 14, and the rotation of the sun gear S2 is reversed in the second planetary gear device 16.
- the direction and the rotation direction of the ring gear R2 are opposite to each other.
- the hybrid vehicle to which the drive device 10 is applied can be caused to travel forward by outputting negative torque by at least one of the first electric motor MG1 and the second electric motor MG2.
- the mode 2 it is possible to establish a mode in which power generation is performed by at least one of the first electric motor MG1 and the second electric motor MG2.
- HV-1 shown in FIG. 3 corresponds to mode 3 (traveling mode 3) in the driving device 10, and is preferably used as a driving source for traveling when the engine 12 is driven. This is a hybrid travel mode in which driving or power generation is performed by the first electric motor MG1 and the second electric motor MG2 as necessary.
- the collinear diagram of FIG. 4 also corresponds to this mode 3. If described using this collinear diagram, the carrier C1 of the first planetary gear device 14 and the carrier C1 are released by releasing the clutch CL. The second planetary gear device 16 can rotate relative to the carrier C2.
- “HV-2” shown in FIG. 3 corresponds to mode 4 (travel mode 4) in the drive device 10, and is preferably used as a drive source for travel when the engine 12 is driven.
- This is a hybrid travel mode in which driving or power generation is performed by the first electric motor MG1 and the second electric motor MG2 as necessary.
- FIG. 6 is a collinear diagram corresponding to the mode 4, and will be described using this collinear diagram.
- the ring gears R1 and R2 Since the ring gears R1 and R2 are connected to each other, the ring gears R1 and R2 operate as one rotating element that is rotated integrally. That is, in the mode 4, the rotating elements in the first planetary gear device 14 and the second planetary gear device 16 in the driving device 10 function as a differential mechanism including four rotating elements as a whole. That is, four gears in order from the left in FIG. 6 are the sun gear S1 (first electric motor MG1), the sun gear S2 (second electric motor MG2), the carriers C1 and C2 (engine 12) connected to each other, A composite split mode is obtained in which ring gears R1 and R2 (output gear 30) connected to each other are connected in this order.
- the arrangement order of the rotating elements in the first planetary gear device 14 and the second planetary gear device 16 in the alignment chart is a sun gear S1 indicated by a vertical line Y1.
- the sun gear S2 indicated by the vertical line Y2, the carriers C1 and C2 indicated by the vertical line Y3 (Y3 ′), and the ring gears R1 and R2 indicated by the vertical line Y4 (Y4 ′) are arranged in this order.
- the gear ratios ⁇ 1 and ⁇ 2 of the first planetary gear device 14 and the second planetary gear device 16 are respectively shown in FIG.
- the line Y2 is arranged in the above-described order, that is, the interval between the vertical line Y1 and the vertical line Y3 is wider than the interval between the vertical line Y2 and the vertical line Y3 ′.
- the sun gears S1 and S2 and the carriers C1 and C2 correspond to 1
- the carriers C1 and C2 and the ring gears R1 and R2 correspond to ⁇ 1 and ⁇ 2.
- the gear ratio ⁇ 2 of the second planetary gear device 16 is larger than the gear ratio ⁇ 1 of the first planetary gear device 14.
- the carrier C1 of the first planetary gear device 14 and the carrier C2 of the second planetary gear device 16 are connected, and the carriers C1 and C2 are connected to each other. It can be rotated integrally.
- the reaction force can be applied to the output of the engine 12 by either the first electric motor MG1 or the second electric motor MG2. That is, when the engine 12 is driven, the reaction force can be shared by one or both of the first electric motor MG1 and the second electric motor MG2, and the engine 12 can be operated at an efficient operating point, or the torque caused by heat. It is possible to run to ease restrictions such as restrictions.
- the efficiency can be improved by controlling the first motor MG1 and the second motor MG2 to receive the reaction force preferentially by the motor that can operate efficiently.
- the driving force is assisted by regeneration or output of an electric motor that is not torque limited, so that the engine 12 It is possible to ensure a reaction force necessary for driving.
- “HV-3” shown in FIG. 3 corresponds to mode 5 (traveling mode 5) in the driving device 10, and is preferably used as a driving source for traveling when the engine 12 is driven.
- This is a hybrid travel mode in which driving or power generation is performed by the first electric motor MG1 as necessary.
- FIG. 7 is a collinear diagram corresponding to this mode 5. If described with reference to this collinear diagram, the carrier C1 of the first planetary gear unit 14 and the second planetary gear device 14 are released by releasing the clutch CL.
- the planetary gear device 16 can rotate relative to the carrier C2.
- the carrier C2 of the second planetary gear device 16 can be rotated relative to the housing 26, which is a non-rotating member.
- the second electric motor MG2 can be disconnected from the drive system (power transmission path) and stopped.
- the second electric motor MG2 is always rotated with the rotation of the output gear 30 (ring gear R2) when the vehicle is traveling.
- the rotation speed of the second electric motor MG2 reaches a limit value (upper limit value), or the rotation speed of the ring gear R2 is increased and transmitted to the sun gear S2. Therefore, from the viewpoint of improving efficiency, it is not always preferable to always rotate the second electric motor MG2 at a relatively high vehicle speed.
- the second motor MG2 is driven by the engine 12 and the first motor MG1 by separating the second motor MG2 from the drive system at a relatively high vehicle speed, thereby driving the second motor MG2.
- the clutch CL and the brake BK are engaged or released in combination.
- Three modes of HV-1 (mode 3), HV-2 (mode 4), and HV-3 (mode 5) can be selectively established. Thereby, for example, by selectively establishing the mode with the highest transmission efficiency among these three modes according to the vehicle speed, the gear ratio, etc. of the vehicle, it is possible to improve the transmission efficiency and thus improve the fuel efficiency. it can.
- FIG. 8 is a functional block diagram for explaining the main part of the control function provided in the electronic control unit 40.
- the engine start determination unit 70 shown in FIG. 8 determines the start of the engine 12 from the state where the engine 12 is stopped. For example, when the vehicle SOC is started, if the battery SOC detected by the battery SOC sensor 54 is equal to or less than a predetermined value, the engine 12 is determined to start when the vehicle starts.
- the accelerator opening degree A CC detected by the accelerator opening degree sensor 42, the vehicle speed V corresponding to the output rotation speed N OUT detected by the output rotation speed sensor 50, and the The start of the engine 12 is determined in accordance with the travel mode determined based on the battery SOC detected by the battery SOC sensor 54 and the like.
- the engine 12 is stopped and the hybrid that is a travel mode in which the engine 12 is driven from the EV travel mode that is a travel mode in which at least one of the first electric motor MG1 and the second electric motor MG2 is a drive source for travel.
- the start of the engine 12 is determined.
- the start of the engine 12 is determined. For example, when the battery SOC detected by the battery SOC sensor 54 is equal to or less than a predetermined value, the transition from the EV travel mode to the hybrid travel mode, that is, the start of the engine 12 is determined.
- the clutch engagement control unit 72 controls the engagement state of the clutch CL via the hydraulic control circuit 60. For example, by controlling the output pressure from the electromagnetic control valve corresponding to the clutch CL provided in the hydraulic pressure control circuit 60, control is performed to switch the engagement state of the clutch CL between engagement and release. .
- the brake engagement control unit 74 controls the engagement state of the brake BK via the hydraulic control circuit 60. For example, by controlling the output pressure from the electromagnetic control valve corresponding to the brake BK provided in the hydraulic control circuit 60, control is performed to switch the engagement state of the brake BK between engagement and release. .
- the clutch engagement control unit 72 and the brake engagement control unit 74 basically operate the clutch CL and the brake BK so that the traveling mode determined according to the traveling state of the vehicle is established as described above. Control the engagement state. That is, for each of the modes 1 to 5, the engagement state is controlled so that the clutch CL and the brake BK are engaged or released in the combination shown in FIG.
- the electric motor operation control unit 76 controls the operation of the first electric motor MG1 and the second electric motor MG2 via the inverter 58. Specifically, by controlling the electric energy supplied from the battery (not shown) to the first electric motor MG1 and the second electric motor MG2 via the inverter 58, the necessary output by the first electric motor MG1 and the second electric motor MG2 That is, control is performed so that a target torque (target motor output) is obtained.
- a target torque target motor output
- the MG1 failure determination unit 78 determines a failure of the first electric motor MG1. That is, it is determined whether or not a failure has occurred that makes the first electric motor MG1 unable to operate normally.
- the first electric motor MG1 is based on a difference between a command value that determines the output of the first electric motor MG1 by the electric motor operation control unit 76 and the first electric motor rotation speed N MG1 detected by the MG1 rotation speed sensor 46. Whether or not there is a failure is determined. Specifically, the difference between the command value that determines the output of the first motor MG1 by the motor operation control unit 76 and the first motor rotation speed N MG1 detected by the MG1 rotation speed sensor 46 is greater than or equal to a specified value. If it becomes, the occurrence of a failure in the first electric motor MG1 is determined.
- the torque limit determination unit 80 determines a torque limit in the first electric motor MG1 and the second electric motor MG2. That is, it is determined whether or not the output torque of the first electric motor MG1 and the second electric motor MG2 should be limited to a predetermined limit value or less. For example, when the first motor overheats when the temperature Tm MG1 of the first electric motor MG1 detected by the MG1 temperature sensor 52 is equal to or higher than a predetermined threshold, the output torque of the first electric motor MG1 is set to a predetermined limit value or less. It is determined that the state should be restricted.
- the second electric motor overheat temperature Tm MG2 is the threshold value or more predetermined said second electric motor MG2 detected by the MG2 temperature sensor 53, to limit the output torque of the second electric motor MG2 below a specified limit value It is determined that the state should be.
- the output torque of the first electric motor MG1 and the second electric motor MG2 should be limited to a predetermined limit value or less. Is determined.
- the limit value is suitably set to a different value in each state.
- This threshold value N bo is a value corresponding to the inertial force necessary for cranking when the engine 12 is started, and is preferably a specified value (a constant value) obtained experimentally in advance. That is, after increasing the rotational speed N MG2 of the second electric motor MG2 to be equal to or higher than the rotational speed corresponding to the threshold value N bo , by engaging the clutch CL, an inertial force related to the rotation of the rotor 24 ( Torque required for cranking the engine 12 is obtained by the rotational inertia.
- the motor operation control unit 76 controls at least one of the first electric motor MG1 and the second electric motor MG2 to thereby control the engine 12. Cranking is performed. That is, control is performed to increase the rotational speed of the input shaft 28 (the rotational speed of the carrier C1) corresponding to the rotational speed of the crankshaft of the engine 12 by the torque of at least one of the first electric motor MG1 and the second electric motor MG2. After the rotational speed of the crankshaft of the engine 12 becomes equal to or higher than a specified value, autonomous operation of the engine 12 by the engine control device 56 is started.
- the start control of the engine 12 described below may be performed when the vehicle starts from a stopped state (when the vehicle starts), or when the engine 12 is started while the vehicle is running. It may be performed.
- the clutch CL is engaged by the clutch engagement control unit 72, and the second motor MG2 is operated by the motor operation control unit 76.
- the engine 12 is cranked by the output torque of the second electric motor MG2.
- the engine 12 and the second electric motor MG2 are directly connected by the engagement of the clutch CL, and the first electric motor MG1 and the second electric motor MG2 take a reaction force.
- the motor operation control unit 76 determines the By controlling the operation of the second electric motor MG2, the engine 12 is cranked by the output torque of the second electric motor MG2.
- the clutch CL is engaged and the brake BK is released, and the engine 12 is cranked exclusively by the output torque of the second electric motor MG2.
- HV-2 mode 4 shown in FIG. 3 is established.
- the gear ratio ⁇ 2 of the second planetary gear device 16 is larger than the gear ratio ⁇ 1 of the first planetary gear device 14. Therefore, cranking the engine 12 with the output torque of the second electric motor MG2 enables cranking at a higher torque than when cranking with the output torque of the first electric motor MG1, and the drive system Thus, the starting shock of the engine 12 can be reduced.
- the clutch engagement control unit 72 engages the clutch CL and the brake engagement control unit 74 releases the brake. Then, the operation of the first electric motor MG1 and the second electric motor MG2 is controlled by the electric motor operation control unit 76, so that the engine 12 is cranked by the output torque of the first electric motor MG1 and the second electric motor MG2.
- the first electric motor MG1 and the second electric motor MG2 cooperate to output torque for cranking the engine 12, so that the output torque of one of the first electric motor MG1 and the second electric motor MG2 is increased. Cranking at a higher torque than in the case of ranking can be performed, and the resonance point of the drive system can be quickly passed through, and the start shock of the engine 12 can be reduced.
- the engine start determination unit 70 determines the start of the engine 12
- the output torque of the first electric motor MG1 is limited, such as when the first electric motor MG1 fails or overheats, preferably, The clutch CL is engaged and the brake BK is released, and the engine is started exclusively by the output torque of the second electric motor MG2.
- the clutch CL is engaged and the brake BK is released, and the output torque of the second electric motor MG2 is exclusively used.
- the output torque limit value of the first electric motor MG1 determined by the torque limit determination unit 80 is less than the torque necessary for cranking the engine 12
- the clutch CL is engaged and the brake BK And the engine is started exclusively by the output torque of the second electric motor MG2.
- the engine start determination unit 70 determines that the engine 12 is started, the output torque of the first electric motor MG1 is limited such as when the first electric motor MG1 fails or overheated, and When the torque necessary for cranking of the engine 12 cannot be output by the second electric motor MG2, both the clutch CL and the brake BK are released, and the second electric motor MG2 is idled to increase its rotational speed NMG2 . Then, the engine 12 is started by engaging the clutch CL.
- the failure of the first electric motor MG1 is determined by the MG1 fail determination unit 78, and the output torque limit value of the second electric motor MG2 determined by the torque limit determination unit 80 is Such control is executed when the torque is less than that required for cranking.
- the control is performed when the output torque limit values of the first motor MG1 and the second motor MG2 determined by the torque limit determination unit 80 are both less than the torque required for cranking the engine 12. Execute. Specifically, both the clutch CL and the brake BK are released by the clutch engagement control unit 72 and the brake engagement control unit 74, and the second motor MG2 is idled by the motor operation control unit 78 to rotate the rotation speed thereof. N MG2 is increased, and it is determined by the MG2 rotation speed determination unit 82 that the rotation speed N MG2 of the second electric motor MG2 is equal to or higher than a predetermined threshold N bo, and then the clutch engagement control unit 72 Engage the clutch CL.
- the engine control device 56 performs autonomous operation of the engine 12. Be started.
- the engine start determining unit 70 determines that the engine 12 is started, normal engagement control of the brake BK is performed due to a failure of the hydraulic system such as the hydraulic control circuit 60 when the brake BK fails. If this is not possible, the clutch engagement control unit 72 engages the clutch CL, and the electric motor operation control unit 76 controls the operation of the second electric motor MG2, whereby the output torque of the second electric motor MG2 is controlled.
- the reaction force related to the start of the engine 12 cannot be canceled, so that the driving force is applied to the output side (output shaft). May be transmitted, affecting the vehicle behavior and giving the driver a sense of incongruity.
- the brake BK fails, the engine 12 is started by the output torque of the second electric motor MG2, thereby suppressing the transmission of the driving force to the output side and affecting the vehicle behavior. It can suppress suitably.
- FIG. 9 is a flowchart for explaining a main part of an example of engine start control by the electronic control unit 40, which is repeatedly executed at a predetermined cycle.
- step (hereinafter, step is omitted) SA1 it is determined whether or not the engine 12 is started, and it is determined whether or not a failure occurs when the first electric motor MG1 does not operate normally. If the determination of SA1 is negative, after the cranking for starting the engine 12 is performed by the output torque of the first electric motor MG1 in SA2, this routine is terminated. If the determination is affirmative, it is determined in SA3 whether the torque necessary for cranking for starting the engine 12 can be output by the second electric motor MG2. If the determination at SA3 is affirmative, at SA4, the clutch CL is engaged and the brake BK is released, and at SA5, the engine 12 is started only by the output torque of the second electric motor MG2. This routine is terminated after cranking is performed.
- the second electric motor MG2 is operated with both the clutch CL and the brake BK released. Is idled, and the rotational speed N MG2 of the second electric motor MG2 is increased.
- SA7 it is determined whether or not the rotational speed NMG2 of the second electric motor MG2 is greater than a predetermined threshold Nbo . If the determination at SA7 is negative, the process waits by repeating the determination at SA7. If the determination at SA7 is affirmative, the clutch CL is engaged at SA8 to engage the clutch CL. After the cranking for starting the engine 12 is performed, this routine is terminated.
- FIG. 10 is a flowchart for explaining a main part of another example of engine start control by the electronic control unit 40, which is repeatedly executed at a predetermined cycle.
- SB1 it is determined whether the engine 12 is started, and whether the output torque of the first electric motor MG1 is limited due to the temperature of the first electric motor MG1 becoming a specified value or higher. Is judged.
- SB1 determines whether the engine 12 is started, and whether the output torque of the first electric motor MG1 is limited due to the temperature of the first electric motor MG1 becoming a specified value or higher. Is judged.
- SB1 determines whether the engine 12 is started, and whether the output torque of the first electric motor MG1 is limited due to the temperature of the first electric motor MG1 becoming a specified value or higher. Is judged.
- SB1 the determination of SB1 is negative, after the cranking for starting the engine 12 is performed by the output torque of the first electric motor MG1 in SB2, this routine is terminated. If the determination is positive, at SB3, the clutch CL is engaged and the brake BK is released.
- SB4 after cranking for starting the engine 12 is performed by the output torque of the first electric motor and the second electric motor MG
- FIG. 11 is a flowchart for explaining a main part of still another example of engine start control by the electronic control unit 40, which is repeatedly executed at a predetermined cycle.
- SC1 it is determined that the engine 12 is started, and the first electric motor MG1 and the first electric motor MG1 and the like due to a decrease in the battery SOC or the temperature of the first electric motor MG1 and the second electric motor MG2 being equal to or higher than a predetermined value. It is determined whether or not the output torque of second electric motor MG2 is limited. If the determination of SC1 is negative, after the cranking for starting the engine 12 is performed by the output torque of the first electric motor MG1 in SC2, this routine is terminated. If the determination is affirmative, both the clutch CL and the brake BK are released at SC3. Next, at SC4, the second electric motor MG2 is idled, and the rotational speed N MG2 of the second electric motor MG2 is increased.
- SA1, SB1, and SC1 are the operations of the engine start determination unit 70
- SA4, SA8, SB3, SC3, and SC6 are the operations of the clutch engagement control unit 72
- Is the operation of the brake engagement control unit 74, SA2, SA5, SA6, SB2, SB4, SC2, and SC4 are the operation of the motor operation control unit 76
- SA1 is the operation of the MG1 fail determination unit 78
- SB1 And SC1 correspond to the operation of the torque limit determination unit 80
- SA7 and SC5 correspond to the operation of the MG2 rotation speed determination unit 82, respectively.
- the drive control device for a hybrid vehicle according to the present invention is the first electric motor MG1, the first planetary gear device 14, and the second
- the present invention is also preferably applied to a configuration in which the arrangement (arrangement) of the electric motor MG2, the second planetary gear device 16, the clutch CL, and the brake BK is changed.
- the carrier C2 is allowed to rotate in one direction with respect to the housing 26 between the carrier C2 of the second planetary gear device 16 and the housing 26 which is a non-rotating member.
- the present invention is also preferably applied to a configuration in which a one-way clutch (one-way clutch) OWC that prevents reverse rotation is provided in parallel with the brake BK.
- a one-way clutch one-way clutch
- OWC one-way clutch
- As an alternative to the single-pinion type second planetary gear unit 16 such as a driving unit 130 shown in FIG. 15, a driving unit 140 shown in FIG. 16, and a driving unit 150 shown in FIG.
- the present invention is also preferably applied to a configuration including a pinion type second planetary gear device 16 '.
- the second planetary gear device 16 ' includes a sun gear S2' as a first rotation element, a carrier C2 'as a second rotation element that supports a plurality of pinion gears P2' meshed with each other so as to rotate and revolve, and a pinion gear.
- a ring gear R2 ′ as a third rotating element meshing with the sun gear S2 ′ via P2 ′ is provided as a rotating element (element).
- FIG. 18 to 20 are collinear diagrams illustrating the configuration and operation of other hybrid vehicle drive devices 160, 170, and 180 to which the present invention is preferably applied as an alternative to the drive device 10.
- FIG. 18 to 20 the relative rotational speeds of the sun gear S1, the carrier C1, and the ring gear R1 in the first planetary gear device 14 are indicated by the solid line L1 as in the collinear charts of FIGS.
- the relative rotational speeds of the sun gear S2, the carrier C2, and the ring gear R2 in the second planetary gear device 16 are indicated by broken lines L2.
- the sun gear S1, the carrier C1, and the ring gear R1 of the first planetary gear device 14 are connected to the first electric motor MG1, the engine 12, and the second electric motor MG2, respectively.
- the sun gear S2, the carrier C2, and the ring gear R2 of the second planetary gear device 16 are connected to the housing 26 via the second electric motor MG2, the output gear 30, and the brake BK, respectively.
- the sun gear S1 and the ring gear R2 are selectively connected via the clutch CL.
- the ring gear R1 and the sun gear S2 are connected to each other.
- the sun gear S1, the carrier C1, and the ring gear R1 of the first planetary gear device 14 are connected to the first electric motor MG1, the output gear 30, and the engine 12, respectively.
- the sun gear S2, the carrier C2, and the ring gear R2 of the second planetary gear device 16 are connected to the housing 26 via the second electric motor MG2, the output gear 30, and the brake BK, respectively.
- the sun gear S1 and the ring gear R2 are selectively connected via the clutch CL.
- the clutches C1 and C2 are connected to each other.
- the sun gear S1, the carrier C1, and the ring gear R1 of the first planetary gear device 14 are connected to the first electric motor MG1, the output gear 30, and the engine 12, respectively.
- the sun gear S2, the carrier C2, and the ring gear R2 of the second planetary gear device 16 are connected to the housing 26 and the output gear 30 through the second electric motor MG2 and the brake BK, respectively.
- the ring gear R1 and the carrier C2 are selectively connected via a clutch CL.
- the carrier C1 and the ring gear R2 are connected to each other.
- the first difference having four rotating elements (expressed as four rotating elements) on the collinear chart is the same as the embodiment shown in FIGS.
- a rotating element is selectively connected via a clutch CL, and the rotating element of the second planetary gear devices 16 and 16 'to be engaged by the clutch CL is braked against the housing 26 which is a non-rotating member.
- a BK In that it is a drive control apparatus for a hybrid vehicle which is selectively connected Te, it is common. That is, the hybrid vehicle drive control apparatus of the present invention described above with reference to FIG. 8 and the like is also preferably applied to the configurations shown in FIGS.
- the clutch CL there are four rotating elements as a whole in a state in which the clutch CL is engaged (represented as four rotating elements on the collinear chart shown in FIGS. 4 to 7 and the like).
- the first planetary gear unit 14 that is the first differential mechanism and the second planetary gear units 16 and 16 'that are the second differential mechanism, and the engine 12 and the first electric motor MG1 that are respectively connected to these four rotating elements.
- a second electric motor MG2, and an output gear 30 that is an output rotation member, and one of the four rotation elements is a rotation element of the first differential mechanism and a rotation of the second differential mechanism.
- a drive control device for a hybrid vehicle that is selectively connected, and starts the engine 12 with the output torque of the second electric motor MG2 in a state in which a reaction force is applied by the first electric motor MG1 and the second electric motor MG2. Therefore, even when the first electric motor MG1 fails, for example, the engine 12 can be preferably started by cranking the second electric motor MG2. That is, it is possible to provide the electronic control device 40 as a drive control device for a hybrid vehicle that realizes a suitable start of the engine 12.
- the clutch CL is engaged and the brake BK is released, and the engine 12 is started by the output torque of at least one of the first electric motor MG1 and the second electric motor MG2, for example, the first electric motor MG1
- the resonance point of the drive system can be quickly passed through, and the start shock of the engine 12 can be reduced.
- the clutch CL is engaged and the brake BK is released, and the engine 12 is started exclusively by the output torque of the second electric motor MG2. Therefore, the first electric motor Even when MG1 fails, the engine 12 can be preferably started by cranking the second electric motor MG2.
- the second motor MG2 When the torque required for cranking the engine 12 cannot be output by either the first motor MG1 or the second motor MG2, the second motor MG2 is idled and its rotational speed N MG2 is increased. Since the engine 12 is started by engaging the clutch CL, by performing cranking using the output torque due to the rotational inertia of the second electric motor MG2, when the battery SOC decreases, etc. Even when the output torque of the second electric motor MG2 is limited, the engine 12 can be preferably started.
- the first planetary gear unit 14 is connected to a sun gear S1 as a first rotating element connected to the first electric motor MG1, a carrier C1 as a second rotating element connected to the engine 12, and the output gear 30.
- the second planetary gear unit 16 (16 ′) includes a sun gear S2 (S2 ′), a second rotation element connected to the second electric motor MG2, and a second gear R1.
- a carrier C2 (C2 ′) as a rotating element and a ring gear R2 (R2 ′) as a third rotating element are provided, and any one of the carrier C2 (C2 ′) and the ring gear R2 (R2 ′) is the first planet.
- the clutch CL is connected to the ring gear R1 of the gear device 14, and the clutch CL includes the carrier C1 in the first planetary gear device 14 and the carrier C2 ( 2 ′) and the ring gear R2 (R2 ′), which is selectively engaged with the rotating element not connected to the ring gear R1, the brake BK includes the carrier C2 (C2 ′) and the ring gear.
- R2 (R2 ′), which is not connected to the ring gear R1, is selectively engaged with the housing 26, which is a non-rotating member. In the apparatus 10 or the like, a suitable start of the engine 12 can be realized.
Abstract
Description
Claims (6)
- 全体として4つの回転要素を有する第1差動機構及び第2差動機構と、該4つの回転要素にそれぞれ連結されたエンジン、第1電動機、第2電動機、及び出力回転部材とを、備え、
前記4つの回転要素のうちの1つは、前記第1差動機構の回転要素と前記第2差動機構の回転要素とがクラッチを介して選択的に連結され、
該クラッチによる係合対象となる前記第1差動機構又は前記第2差動機構の回転要素が、非回転部材に対してブレーキを介して選択的に連結される
ハイブリッド車両の駆動制御装置であって、
前記第1電動機及び第2電動機により反力を取る状態において、前記第2電動機の出力トルクにより前記エンジンの始動を行うことを特徴とするハイブリッド車両の駆動制御装置。 - 前記クラッチを係合させると共に前記ブレーキを解放させ、前記第1電動機及び第2電動機の少なくとも一方の出力トルクにより前記エンジンの始動を行うものである請求項1に記載のハイブリッド車両の駆動制御装置。
- 前記第1電動機のフェール時には、前記クラッチを係合させると共に前記ブレーキを解放させ、専ら前記第2電動機の出力トルクにより前記エンジンの始動を行うものである請求項1に記載のハイブリッド車両の駆動制御装置。
- 前記エンジンのクランキングに必要なトルクを前記第1電動機及び第2電動機の何れによっても出力できない場合には、前記第2電動機を空転させてその回転速度を上昇させた後、前記クラッチを係合させることにより前記エンジンの始動を行うものである請求項1に記載のハイブリッド車両の駆動制御装置。
- 前記第2電動機の回転速度を、前記エンジンのクランキングに必要な慣性力に対応する規定の回転速度まで上昇させた後、前記クラッチを係合させることにより前記エンジンの始動を行うものである請求項4に記載のハイブリッド車両の駆動制御装置。
- 前記第1差動機構は、前記第1電動機に連結された第1回転要素、前記エンジンに連結された第2回転要素、及び前記出力回転部材に連結された第3回転要素を備えたものであり、
前記第2差動機構は、前記第2電動機に連結された第1回転要素、第2回転要素、及び第3回転要素を備え、それら第2回転要素及び第3回転要素の何れか一方が前記第1差動機構における第3回転要素に連結されたものであり、
前記クラッチは、前記第1差動機構における第2回転要素と、前記第2差動機構における第2回転要素及び第3回転要素のうち前記第1差動機構における第3回転要素に連結されていない方の回転要素とを選択的に係合させるものであり、
前記ブレーキは、前記第2差動機構における第2回転要素及び第3回転要素のうち前記第1差動機構における第3回転要素に連結されていない方の回転要素を、前記非回転部材に対して選択的に係合させるものである
請求項1から5の何れか1項に記載のハイブリッド車両の駆動制御装置。
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US14/386,208 US9085299B2 (en) | 2012-03-21 | 2012-03-21 | Drive control device for hybrid vehicle |
EP12871755.0A EP2829426B1 (en) | 2012-03-21 | 2012-03-21 | Drive control device for hybrid vehicle |
CN201280071552.0A CN104203618B (zh) | 2012-03-21 | 2012-03-21 | 混合动力车辆的驱动控制装置 |
JP2014505874A JP5874812B2 (ja) | 2012-03-21 | 2012-03-21 | ハイブリッド車両の駆動制御装置 |
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Also Published As
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CN104203618A (zh) | 2014-12-10 |
EP2829426A1 (en) | 2015-01-28 |
EP2829426B1 (en) | 2018-06-27 |
CN104203618B (zh) | 2016-12-21 |
US9085299B2 (en) | 2015-07-21 |
EP2829426A4 (en) | 2015-06-24 |
JPWO2013140543A1 (ja) | 2015-08-03 |
US20150073635A1 (en) | 2015-03-12 |
JP5874812B2 (ja) | 2016-03-02 |
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